Improved railway-car and driving- wheel



V 2 Sheets-Sheet I."

N. C. LDMBARD.

" Patent edS ept. 21, 18 69.

2 Sheets-Sheet 2. r

N. c. LO'MBARD.

Car Wheel.

Patented Sept. 21, 1869.

gaunt Gtiijiirr.

' J To whom ita nayconcern:

- tuned swag NATHAN CILO'MBARD, or CAMBRIDGEASSIGNOR TO JAMES-"A. rWOODBURY, or WINCHESTER,MASSACHUSETTS; r

' Letters Patent N0. 95,l22, dated September-21', 1869.

"IMPROVED RAILWAY-oer: AND DRIVING wHEn The Schedule referred to inthese Letters Patent and making part of'the same.

- Be a known that I, NATHAN o. LOMBARD, of Gainbridge, county ofMiddlesex, and State of Massachusetts, have invented an Improved ElasticCar and Driving -Whe el; and that the following is a full, clear,

and exact description thereofi-reference being had to the accompanyingdrawings, in which-- Figure 1 represents a side elevation of my improvedelastic driving-wheel. f

T Figures 2 and 2' sliow=cross-sections of same.

Figures 3, 4, and 6 are modifications of same. Figure 5 is a verticaltransverse section of the rim and body of myimproved wheel, showing lugsto preventturning of bindingring.

, Figure 7 is a side elevation of a car-truck wheel embodying myimprovements. I A

Figure 8 shows cross-sections of car-truck wheel embodying myimprovements. Thisfigure shows two methods of adapting my improvementsto car-truck.

The object of my invention is to produce an elastic car or driving-wheelwhich shall be simple in construc tionjas well as'strong and durable.-

- The result sought in all inventions of this c-lass is toproduce a.wheel which shall be capable of bearing the immense strain to which earand driving-wheels are subjected but, as yet, no wheel-has been producedpossessing the requisite integrity of construction. Oomplexity defeatsthe purpose in some, while in others themetal and cushions" are not welladapted to bear 1 weight and strains; and, again, the parts fail topresent the proper dimensions, some being light, when the reverse shouldexist, so that, although material enough may be'employed, yet its wantof mechanical distribution causes the invention to be considereduseless.

. J am aware that a wheel has been shown and describedeomposed of a rimhaving inner corrugations and corresponding'seat in the binding-ring andbody of the wheel, the corrugated rim having a double bevel,

' and the corrugated faces of the binding-ringand wheel 1 being'likewisebevelled. This corrugated form makes necessary the use of cast-metal,'and'is otherwiseimpracticable. :1 form my tire with a smooth innersurface,of regular curve, and corresponding seat in the binding-ring andbody of the wheel, and without any interposed rim between thetire andthe wheel. I am thus able to use wrought-metal, which is the onlypracticablemateriah for the tires of railway vheels.

I have striven to avoid these objections, by the employment of butfewpieces, and the accurate distribution and adaptation of materials,and putting the various parts together on established principles inmechanics.

The nature of my invention consistsr First, in the combination of adouble bevelled tire with a bevel-face wheel-and binding-ring, as willbe explained. V

Third, the combination of an inner double bevelled flangedtire with abevelfamed fastening or .bindin'gring, and with the body of the wheel,when the treadportion of said tire is over or around said binding-ring,and the flanged portion over or around the solid portion or body of thewheel, the object being to bring the greatest point of strain on or overthe point or' part of greatest capacity for resistance.

In the drawings, sheet 1- A is the rim or 'tire of a driving-wheel.

, B, the bodyof the wheel.

D, a binding-ring, fitting into annular space I) m in the side of thebody of wheel next tothe rim,

E E are-bolts. 4

c c c are e'lasticcrishions.

The peripheric surfaces of the body of the-wheel and binding-rim areoblique; but, when together, the sur facesof each are inclined oppositeto each other, formingan obtuse angle, a b d, but with the face a I)much longer than face bd, the face I) (I being that of the ring v1Q.Now, the inner surface of the rim A presents a counter-angle, fittingthe angle a b d, formed. by the body of the wheel B and ring D. Theangle 1) is nearer the opposite side of the wheel from the flange .h ofthe tire. The object. of this will be explained below.

c c are elasticcushions between the rim A and the body B and the ring D,while a is a cushion between the ring D and the body B. The object ofthis cushion c' is to preserve the close fit of ring D and the body B,so-that the bolts will not'work loose. The oiiice of cushions c c is togivean elasticity to the entire wheel equallyfeltyand the prime objectofmy invention-the object of having the angle 1) to one side of the centreof 'the'rim, and nearer the opposite side from the flange h-,is, thatasthe rim bears upon the railat point neai the flange, the greatestpressure, of course, is at this point. Now, by the construction shown,the rim-is capable of sustaining this pressure, without the innersurface being made concave, by peeningaction upon the outer surface ofrim. Again, by this position of angles, the rim does not act so much asa wedge upon the body of the wheel and the ring as it otherwise would.For instance, as in construction shown in fig.- 4, as will beseen, agreater thickness of rim is obtained at b i than at other points; andthis construction, with the described position of the angle, preventsthe peening spoken of above. This is important, and prolongs the wear ofa wheeh run. Another very important object attained by. placing thebindingring D oil-that side of the wheel opposite or most remote fromthe side where. the flange is, GOD-r sists in this,-that the mostexcessive strain upon the wheel comes in the angle or corner between thetread and flange of the wheel or rim, which point or part has bothvertical and lateral strains, blows, or jars to resist. As this part ofthe rim is placed over or around the solid portion of the body of thewheel, of course that solid portion is more able 'to resist or withstandthis double strain.

The portion of the tread of the rim that is over or around thebinding-ring D, of course, transmits its strains, in whole or in part,upon said ring and its bolts, and the ring and bolts can sustain thatportion of the strain but, if the flange-portion of the rim were placedover or around the binding-ring, it could not sustain the double strainsthat come in the corner formed by the union of the tread with theflange.

In fig. 2', the space m, in the body of the wheel, for

the reception of the binding-ring, is curved at m but, in fig. 2', thespace has right angle m n 0, with corresponding form of ring, to fit thesame. The cushions c c, fig. 2, are held in a recess in the face of thebody of the wheel, and the face of the ring I). These spaces 6 e and t tprevent the cushions from slipping, and also protect them from theaction of oil, or other substances which might otherwise injure them.The cushion c is, by its position, thoroughly protected, but it is alsoheld fast by the shoulders of the recess in which it is held.

The construction and relative bearing and arrangement of the rim, bodyof wheel, and binding-rin g, with cushions, are varied and modified infigs. 3, 4, and 6, but the same general principles and equivalent formsapply and prevail throughout. The result is a firm, compactly-builtwheel, with the parts securely held together, and capable of sustainingthe strain which a driving-wheel is required to meet.

In figs. 7 and 8, sheet 3, my improvements are applied to car-truckwheels. The same general features are preserved. Two forms orconstructions of rims are shown, the rim G being of iron, and hollow,and the body L hollow, while G is solid, and the body L the same.

In building wheels after my invention, it may be requisite to usecheck-nuts upon the bolts E; or rivets may be employed.

It will be seen,from the description given, that while I produce a wheelcapable of the endurance of the ordinary wheels in use, I secure theelasticity so desirable, the beneficial results of which are too wellknown to need elaboratiomand yet avoid a complex, and consequently weakstructure, so dangerous that corporations refuse to grant a trial; and,although cost is not particularly an object in producing a serviceableelastic wheel, I. claim to have succeeded in bringing out one at amoderate expense.

Having thus fully described my invention,

What I claim as new therein, and desire to secure by Letters Patent, is-

1. The combination of a double bevelled tire with a bevel-faced wheeland binding-ring, substantially as described.

2. The combination of a double bevelled tire with a wheel-body and abinding-ring, which are recessed, as and for the purpose described.

3. The combination of an inner double bevelled flanged tire with abevel-faced fastening or binding-

